JP2937268B2 - Control device for belt type continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for performing clutch engagement control and speed change control of a belt-type continuously variable transmission, and more particularly to a control device for electrically performing this control.

[0002]

2. Description of the Related Art Belt-type continuously variable transmissions have been proposed, and some of them have already been put into practical use for automobiles and the like. The belt-type continuously variable transmission is configured, for example, by winding a metal V-belt between a drive side and a driven side movable pulley whose pulley widths are variable. In such a transmission, it is often required to create a neutral state. Therefore, power transmission via this path is performed in a power transmission path from an input shaft to an output shaft. A clutch for on / off control is provided.

In a belt-type continuously variable transmission having such a configuration, a gear ratio (ratio) control is performed by controlling a pulley width on a drive side and a driven side, and a neutral setting, a start control and the like are performed by controlling engagement of a clutch. Is made. In order to control the pulley width, a hydraulic cylinder for applying a side pressure to the movable pulley half of each pulley is provided, and the side pressure of the hydraulic cylinder is controlled to change the winding radius of the V belt around each pulley. The gear ratio control is performed by the control. The lateral pressure control also controls the tension of the V-belt. An apparatus for controlling such a belt-type continuously variable transmission is disclosed in, for example, JP-A-61-2068.
There is a device disclosed in Japanese Patent Publication No. 62-62.

When the continuously variable transmission having such a structure is used for an automobile or the like, the above-described lateral pressure control, clutch engagement control, and the like are performed by controlling the throttle opening degree and the rotation speed of the engine that drives the continuously variable transmission. It is done according to the etc. Here, for example, it is also possible to generate hydraulic pressure for side pressure control and clutch engagement control using an intake negative pressure of the engine or a governor valve, and perform each control using this hydraulic pressure. However, in such a case, there is a problem that the control device (valve) is likely to be complicated, and it is difficult to perform fine control. For this reason, the throttle opening and the number of revolutions of the engine are electrically detected, and based on this detection signal,
In many cases, the above control hydraulic pressures are electrically generated. An apparatus for performing such control is disclosed in, for example,
There is a control device disclosed in Japanese Patent Publication No.

[0005]

As described above, an electromagnetic valve, an electric actuator, and the like are used to electrically generate control hydraulic pressure for a continuously variable transmission. When the supply of electricity is cut off, there is a problem that these electromagnetic valves, electric actuators and the like do not operate, and control of the continuously variable transmission cannot be performed. The present invention has been made in view of such a problem, and provides a control device for a belt-type continuously variable transmission having a configuration capable of performing a certain degree of control even when the supply of electricity is cut off and ensuring traveling of a vehicle. The purpose is to provide.

[0006]

In order to achieve the above object, a first control device according to the present invention comprises: a clutch electromagnetic control valve for producing a clutch control oil pressure corresponding to a control current; A governor valve for producing a governor oil pressure corresponding to the solenoid valve, a switching valve for selectively connecting the clutch electromagnetic control valve and the governor valve to the starting clutch, and an electromagnetic on / off valve for controlling the operation of the switching valve. When energization is on, the switching valve connects the electromagnetic control valve for the clutch to the starting clutch, and when energization of the electromagnetic on / off valve is off, the switching valve connects the governor valve to the starting clutch.

A second control device according to the present invention includes a regulator valve for producing a pulley control hydraulic pressure to be supplied to a drive side cylinder and a driven side cylinder for setting a pulley width, and a pulley control from the regulator valve which is operated by an electric actuator. A shift valve that controls the supply of oil pressure to the drive side and driven side cylinders, a governor valve that creates governor oil pressure corresponding to the engine speed, and a drive path that uses governor oil pressure through a separate path from the shift valve. A shift inhibitor halve for controlling the supply of hydraulic pressure to the driven cylinder, a switching valve for selectively connecting the shift valve and the shift inhibitor valve to the drive and driven cylinders, and an electromagnetic on / off valve for controlling the operation of the switching valve. Has, When energization of the magnetic on / off valve is on, the switching valve connects the shift valve to the drive side and driven side cylinder.When energization of the electromagnetic on / off valve is off, the switching valve connects the shift inhibitor valve to the drive side and driven side cylinder. It is configured to be connected.

[0008]

In any of the above control devices, when the power supply for control is normal, the electromagnetic on / off valve is turned on to perform control. Therefore, the first
In the case of the control device, the clutch electromagnetic control valve is connected to the starting clutch, and the engagement of the starting clutch is controlled by the clutch electromagnetic control valve. In the case of the second control device, the shift valve is connected to the drive side. And a gear ratio control by a shift valve. Here, when the control power supply is cut off due to disconnection or the like, the electromagnetic on / off valve is turned off, and the first
In the case of the control device, the governor valve is connected to the starting clutch, engagement control of the starting clutch is performed by the governor pressure from the governor valve, and in the case of the second control device,
The shift inhibitor valve is connected to the drive-side and driven-side cylinders, and the shift inhibitor valve controls the supply of hydraulic pressure to the drive-side and driven-side cylinders via a path separate from the shift valve.
For this reason, the electromagnetic valve,
Even when the electric actuator cannot be operated, a certain degree of control is possible.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 schematically shows a power transmission path of a belt-type continuously variable transmission controlled by the control device of the present invention. This belt-type continuously variable transmission includes a metal V-belt mechanism 1 disposed between an input shaft 1 and a counter shaft 2.
0, a planetary gear type forward / reverse switching mechanism 20 disposed between the input shaft 1 and the drive-side movable pulley 11, and a starting clutch 5 disposed between the counter shaft 2 and the output shafts 3a, 3b. It is composed of This continuously variable transmission is used for vehicles, and the input shaft 1 is connected to the engine output shaft, and the output shafts 3a and 3b are connected to the left and right wheels.

The metal V-belt mechanism 10 includes a drive side movable pulley 11 disposed on the input shaft 1 and a counter shaft 2
It comprises a driven-side movable pulley 16 disposed above and a metal V-belt 15 wound between the pulleys 11 and 16. The drive-side movable pulley 11 includes a fixed pulley half 12 rotatably disposed on the input shaft 1, and a movable pulley half 13 axially movable relative to the fixed pulley half 12. . On the side of the movable pulley half 13, a cylinder chamber 14 is formed surrounded by a cylinder wall 12 a connected to the fixed pulley half 12, and the hydraulic pulley supplied into the cylinder chamber 14 Half 1
A lateral pressure is generated which moves the shaft 3 in the axial direction. The driven-side movable pulley 16 includes a fixed pulley half 17 fixed to the counter shaft 2, and a movable pulley half 18 that is movable relative to the fixed pulley half 17 in the axial direction. On the side of the movable pulley half 18, the cylinder chamber 1 is surrounded by a cylinder wall 17 a connected to the fixed pulley half 17.
9 is formed, and the hydraulic pressure supplied into the cylinder chamber 19 generates a side pressure for moving the movable pulley half 18 in the axial direction. For this reason, the two cylinder chambers 1
By appropriately controlling the hydraulic pressure (pulley control hydraulic pressure) supplied to the pulleys 4 and 19, the pulley width of the pulleys 11 and 16 can be changed, thereby changing the winding radius of the V-belt 15 and changing the gear ratio. Can be changed steplessly.

The planetary gear type forward / reverse switching mechanism 20 includes a sun gear 21 connected to the input shaft 1, a carrier 22 connected to the fixed pulley half 12, a ring gear 23 which can be fixed and held by a reverse brake 27, It comprises a forward clutch 25 capable of connecting the sun gear 21 and the ring gear 23. When the forward clutch 25 is engaged, all the gears 21 and
The drive pulley 11 is driven in the same direction as the input shaft 1 (forward direction). When the reverse brake 27 is engaged, the ring gear 23 is fixed and held, so that the carrier 22 is driven in the direction opposite to that of the sun gear 21, and the drive pulley 11 is moved in the direction opposite to the input shaft 1 (reverse direction). Is driven.

The starting clutch 5 is a clutch for controlling the power transmission between the counter shaft 2 and the output shafts 3a and 3b to be on / off.
Power transmission between 3a and 3b becomes possible. Therefore, when the starting clutch 5 is on, the metal V-belt mechanism 10
Is transmitted to the differential mechanism 4 through the gears 6a and 6b, and is divided and transmitted to the left and right output shafts 3a and 3b by the differential mechanism 4. When the starting clutch 5 is off, this power cannot be transmitted, and the transmission is in a neutral state.

The control device for the V-belt type continuously variable transmission having the above-described configuration will be described with reference to hydraulic circuit diagrams shown in FIGS. 2 and 3 together constitute one hydraulic circuit diagram, and in both figures, oil passages indicated by,, are connected. In this hydraulic circuit, the hydraulic oil in the tank 30 is supplied to the oil passage 101 by the hydraulic pump 31.
Supplied to The hydraulic oil is supplied to the clutch reducing valve 40 via the oil passage 101a, and the pressure is reduced by the valve 40 to supply the hydraulic oil having the line pressure P1 to the oil passage 110. The oil discharged from the pump 31 in the oil passage 101 is also supplied to the high-pressure regulator valve 55 via the oil passage 101b.

Both cylinder chambers 14, 1 of the V-belt mechanism 10
The control hydraulic pressure supplied to the pulley 9 to apply the side pressure to the pulley is generated by a high / low pressure control valve 50, a high pressure regulator valve 55, and a low pressure regulator valve 57. The line pressure P1 generated by the clutch reducing valve 40 is supplied to the high / low pressure control valve 50 via an oil passage 110c, and the high / low pressure control valve 50 applies the line pressure P1 to the linear solenoid 51.
Back pressure P2 corresponding to the pressing force applied to spool 52 from
The control back pressure P2 is supplied to the oil passage 120.
In the high / low pressure control valve 50,
When the pressing force of the linear solenoid 51 is minimum, the control back pressure P
2 is the same as the line pressure P1 at the maximum.
Therefore, for example, when the linear solenoid 51 is de-energized due to an electrical failure, the control back pressure P2
Becomes equal to the line pressure P1. The control back pressure P2 is
0a and 120b are supplied to the high-pressure regulator valve 55 and the low-pressure regulator valve 57, respectively. In the high-pressure regulator valve 55, the pump 3
1 is converted into a high control pressure PH corresponding to the pressing force of the control back pressure P2 acting on the spool 56, and this high control pressure PH is
Feed to 2. The low pressure regulator valve 57 is connected to the oil passage 1
02a is supplied to the spool 5 via the spool 5
8 is converted into a low control pressure PL corresponding to the pressing force of the control back pressure P2, and the low control pressure PL is supplied to the oil passage 102.

The high control pressure PH and the low control pressure PL are supplied to the cylinder chambers 14 and 19 of the V-belt mechanism 10 via the shift valve 60 to control the gear ratio. Therefore, the linear solenoid 51 generates a pressing force corresponding to the engine throttle opening and the speed ratio of the V-belt mechanism 10, and the high control pressure PH and the low control pressure PL correspond to the engine throttle opening and the speed ratio. Is set so as to maintain the predetermined relationship. An orifice 53 is provided in the oil passage 120a, so that the operation responsiveness to the control back pressure P2 is higher in the low-pressure regulator valve 57 than in the high-pressure regulator valve 55. As described above, the discharge oil of the pump 31 is supplied to the high-pressure regulator valve 55, and the high-pressure regulator valve 55 also plays a role as a valve that regulates the oil pressure of the discharge oil of the pump 31. The low control pressure PL created by the low pressure regulator valve 57 is
This pressure is for controlling the tension of the belt 15, and is set to a pressure at which a desired tension is obtained.

The high control pressure PH and the low control pressure PL produced as described above are distributed to and supplied to the cylinder chambers 14 and 19 of the pulleys 11 and 16, thereby changing the pulley width and controlling the gear ratio. Is made. To perform this supply control, a shift valve 60, a shift inhibitor valve 65, and a ratio inhibitor valve 67 are provided as shown. The shift valve 60 has a spool 61 pressed rightward by a spring 63, and the right end of the spool 61 is in contact with a cam 62 a of an electric actuator 62. Therefore, by rotating the cam 62a by the electric actuator 62, the positioning of the spool 61 can be performed. As shown, the low control pressure PL is supplied to the shift valve 60 via an oil passage 102c, and the low control pressure PL is supplied to the shift valve 60 via oil passages 103a and 103b. The two control pressures are distributed and supplied to the oil passages 104a and 105a. The spool 68 of the ratio inhibitor valve 67 is normally in a left-moving state as shown in FIG.
The hydraulic oil supplied to 105a reaches oil passages 104b and 105b via a ratio inhibitor valve 67, and is sent to cylinder chambers 14 and 19, respectively. By controlling the operation of the electric actuator 62 in this manner, the supply of hydraulic pressure to the cylinder chambers 14 and 19 can be controlled,
Thereby, gear ratio control can be performed. The operation of the electric actuator 62 is controlled based on the throttle opening and the number of revolutions of the engine. A position sensor 64 for detecting the position of the spool 61 is in contact with the left end of the spool 61 of the shift valve 60.

The spool 68 of the ratio inhibitor valve 67 is pressed to the left by a spring 69.
It is in the position shown. However, an oil passage 110e is connected to the left end of the spool 68.
When the line pressure P1 is supplied to e through the oil passages 110, 110b and 110d and the electromagnetic on / off valve 74, the spool 68 is moved to the right by the line pressure P1. When the spool 68 is moved to the right, the oil passages 104a, 104
5a is closed, and the oil passages 104b and 105b
03e and 103f. Electromagnetic on / off valve 74
Is a normally closed type (normally, the drain port is closed) valve. When the solenoid 74a is energized and is in an on state, the valve 74 is closed and the oil pressure in the oil passage 110e becomes zero, and the solenoid 74a
When the energization of the valve 74 is cut off, the valve 74
Is opened to supply the line pressure P1 to the oil passage 110e. This solenoid 74a is always energized, and is de-energized only when the power supply is cut off due to an electrical failure, and is connected to the left end of the spool 68 of the ratio inhibitor valve 67 via the oil passage 110e. The line pressure P1 acts.

For this reason, when the power supply is stopped due to an electrical failure, disconnection, or the like, and the linear solenoid 51, the electric actuator 62, and the like become inoperable, the electromagnetic on / off valve 74 is opened and the spool 68 moves to the right. Be moved.
As a result, at the time of electrical failure, the oil passages 103e, 103
The hydraulic pressure from f is supplied to the cylinder chambers 14 and 19 to control the gear ratio. Here, the oil passage 103 e is connected to the shift inhibitor valve 65, and the hydraulic pressure set by the shift inhibitor valve 65 is supplied to the cylinder chamber 14. The oil passage 103f is connected to the low-pressure regulator valve 57, and the low control pressure PL is supplied to the cylinder chamber 19. When the power supply is stopped, the linear solenoid 51 of the high / low pressure control valve 50 does not operate. However, the control back pressure P2 (= line pressure P1) when the current flowing through the linear solenoid 51 is zero is transmitted from the high / low pressure control valve 50. Is supplied to the oil passage 120, and the high and low control pressures PH and PL corresponding to the control back pressure P2 at this time are supplied to the oil passages 102 and 103 from the high pressure and low pressure regulator valves 55 and 57.

The shift inhibitor valve 65 is connected to the oil passage 11
It is connected to the governor valve 70 via 1a and 111. The governor valve 70 operates in synchronization with the engine speed, and converts the line pressure P1 from the oil passage 110a to a governor pressure PG corresponding to the engine speed. The governor pressure PG acts on the left side of the spool 66 of the shift inhibitor valve 65 to push the spool 66 rightward. For this reason,
When the engine speed is low and the governor pressure PG is low, the spool 66 is located on the left side and supplies the low control pressure PL from the oil passage 103d to the cylinder chamber 14 of the drive pulley 11 through the oil passage 103e. When the engine speed becomes high and the governor pressure PG becomes high, the spool 66 is pushed rightward by this governor pressure PG and moves, and the oil passage 1
The high control pressure PH from 02d is supplied to the cylinder chamber 14 of the drive pulley 11 through the oil passage 103e.

Therefore, when the power supply is stopped,
The hydraulic pressure supplied to the cylinder chamber 14 of the drive pulley 11 is a low control pressure PL when the engine rotation is low and a high control pressure PH when the engine rotation is high. On the other hand, the hydraulic pressure supplied to the cylinder chamber 19 of the driven pulley 16 is the low control pressure PL. As described above, when the engine is running at a low speed, the hydraulic pressures of both cylinder chambers 14 and 19 are equal at the low control pressure PL. At this time, the pulley widths of the drive-side and driven-side pulleys 11 and 16 become equal, The gear ratio approaches 1.0. However, in the pulley on the driving side, the V-belt tends to bite into the pulley due to the driving torque and its winding radius tends to be small, so that the gear ratio is actually set to be larger than 1.0 (L0W Side). This trend is
As the drive torque increases, the gear ratio increases. If the drive torque increases, the gear ratio changes to the LOW side. If the drive torque decreases, the gear ratio changes to approach 1.0. In a running state in which the engine brake is applied, the driven pulley 16 is driven, and conversely, the gear ratio is changed to be smaller than 1.0 (to be on the TOP side). I do. On the other hand, when the engine speed is high, the hydraulic pressure in the cylinder chamber 14 of the drive-side pulley 11 becomes high control pressure P.
At H, when the oil pressure in the cylinder chamber 19 of the driven pulley 16 is the low control pressure PL, the speed ratio becomes TOP (minimum).

As can be seen from the above, when the power supply is cut off due to an electrical failure, the energization of the solenoid 74a of the electromagnetic on / off valve 74 is also cut off.
The spool 68 of the ratio inhibitor valve 67 is moved to the right, and a certain degree of shift control can be ensured using the governor pressure PG as described above. The ratio inhibitor valve 67 serves as a switching valve here. In the above example, the control pressures PH and PL generated by the high-pressure regulator valve 55 and the low-pressure regulator valve 57 are distributed and supplied to the cylinder chambers 14 and 19 via the shift valve 60, and the gear ratio control is performed. However, the control device of the present embodiment is not limited to such a configuration. For example, a hydraulic pressure that is appropriate for controlling the belt tension may be constantly supplied into the driven-side cylinder chamber 19, and a control pressure may be supplied into the drive-side cylinder chamber 14 to control the gear ratio. . In this case, a switching valve (ratio inhibitor valve)
Performs only switching of the supply control pressure to the drive-side cylinder chamber 14.

The line pressure P1 is also supplied to a manual valve 46 via an oil passage 110g, whereby the operation of the forward clutch 25 and the reverse brake 27 is controlled. The manual valve 46 is connected to a shift lever in the driver's seat via a control cable, and is operated by a manual operation of the driver. The manual operation positions include six positions P, R, N, D, S, and L. According to the operation positions, the spool 47 of the manual valve 46 is moved to a corresponding position shown in the figure. The drawing shows a state where the spool 47 is at the N (neutral) position.

The position of the spool 47 and the forward clutch 25
The relationship with the operating state of the reverse brake 27 is as follows. Spool position Forward clutch Reverse brake P OFF OFF R OFF ON N OFF OFF D ON OFF S ON OFF L ON OFF A solenoid valve 72 is provided in an oil passage 116 leading to the reverse brake 27. When the power is turned on, the oil passage 116 is closed so that the reverse brake 27 is not engaged. This solenoid valve 72
Is turned on when the vehicle speed is equal to or higher than a predetermined vehicle speed, such as when the shift lever is shifted to the R position during traveling,
It is used as a vehicle speed inhibitor for preventing the reverse brake 27 from being engaged unless the speed becomes low. Also,
Accumulators 80 and 82 are connected to the forward clutch 25 and the reverse brake 27, respectively, in order to prevent shock at the time of engagement.

Normally (when there is no electrical failure or the like), the starting clutch 5 is connected to the clutch control valve 43 via oil passages 112 and 113 and a ratio inhibitor valve 67 provided between these oil passages. The engagement control is performed by the clutch control pressure PC supplied from the valve 43. The clutch control valve 43 is connected to the oil passage 1
The line pressure PL from 10f is controlled by the linear solenoid 44 to produce a clutch control pressure PC. However, when an electric failure occurs and the power supply is cut off, the linear solenoid valve 43 cannot be operated. At this time, as described above, the spool 68 of the ratio inhibitor valve 67 moves to the right. To be
Oil passage 112 is closed, and oil passages 111 and 111b are replaced.
Is connected to the starting clutch 5 via the oil passage 113. Oilway 1
Since 11 is connected to the governor valve 70,
The starting clutch 5 is supplied with the governor pressure PG. Therefore, the starting clutch 5 is turned off when the engine speed is low.
This turns on when the rotation is high. in this way,
The starting clutch 5 is controlled by a clutch control pressure PC from a clutch control valve 43 which is normally electrically operated by the operation of the ratio inhibitor valve 67. In the case where the power supply is cut off, the governor valve 7 is activated.
It is controlled by the governor pressure PG from zero. Here, too, the ratio inhibitor valve 67 functions as a switching valve.

[0025]

As described above, according to the first aspect of the present invention, when the energization of the electromagnetic on / off valve is on, the switching valve (ratio inhibitor valve) connects the clutch electromagnetic control valve to the starting clutch, When the energization of the electromagnetic on / off valve is off, the governor valve is connected to the starting clutch by the switching valve, so even if the control power supply is cut off due to an electrical failure or the like, the electromagnetic on / off valve is energized. When the governor valve is turned off, the governor valve is connected to the starting clutch, and engagement control of the starting clutch by governor pressure from the governor valve can be ensured.

According to the second aspect of the present invention, when the energization of the electromagnetic on / off valve is on, the shift valve is connected to the drive side and driven side cylinders by the switching valve (ratio inhibitor valve), and the energization of the electromagnetic on / off valve is performed. Is off, the switching inhibitor valve is connected to the drive side and driven side cylinders by the switching valve, so even if the control power supply is cut off due to an electrical failure or the like, the electromagnetic on / off valve The shift inhibitor valve is turned off, the shift inhibitor valve is connected to at least one of the drive side and driven side cylinders, and the operation of the shift inhibitor valve using the governor pressure causes the drive inhibitor and the driven side cylinder to pass through a separate path from the shift valve. Control the hydraulic pressure supply, Securing the shift control, it is possible to ensure the running control of the vehicle. Thus, in any of the inventions, the control of the continuously variable transmission can be performed even when the electromagnetic valve or the electric actuator cannot be operated due to an electrical failure such as a disconnection.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a V-belt type continuously variable transmission having a control device according to the present invention.

FIG. 2 is a hydraulic circuit diagram showing a control device according to the present invention.

FIG. 3 is a hydraulic circuit diagram showing a control device according to the present invention.

[Explanation of symbols]

 Reference Signs List 5 Start clutch 10 Metal V belt mechanism 20 Planetary gear type forward / backward switching mechanism 25 Forward clutch 27 Reverse brake 40 Clutch reducing valve 43 Clutch control valve 46 Manual valve 50 High / low pressure control valve 60 Shift valve 65 Shift inhibitor valve 67 Ratio inhibitor valve

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takahiro Matsuda 1-4-1 Chuo, Wako-shi, Saitama Pref. Honda Technical Research Institute Co., Ltd. (56) Reference Literature 1-78734 (JP, U) (58) Field surveyed (Int.Cl. ⁶ , DB name) B60K 41/22

Claims (2)

(57) [Claims] 1. A drive-side movable pulley connected to an input shaft, a driven-side movable pulley connected to an output shaft, a V-belt wound between the drive-side and driven-side movable pulleys, and a pulley of the drive-side movable pulley. A drive-side cylinder for setting a width, a driven-side cylinder for setting a pulley width of the driven-side movable pulley, and a power transmission mechanism arranged in a power transmission path from the input shaft to the output shaft, and In a belt-type continuously variable transmission having a starting clutch for controlling transmission on / off, an electromagnetic control valve for a clutch for generating a clutch control oil pressure to be supplied to the starting clutch in accordance with a control current; Governor valve for producing governor oil pressure corresponding to the number of revolutions of the engine that drives the clutch, the electromagnetic control valve for the clutch, and the governor A switching valve for selectively connecting a valve to the starting clutch; and an electromagnetic on / off valve for controlling the operation of the switching valve. When energization of the electromagnetic on / off valve is turned on, the switching valve operates as a clutch electromagnetic valve. A belt-type continuously variable transmission, wherein a control valve is connected to the starting clutch, and when the energization of the electromagnetic on / off valve is turned off, the switching valve is configured to connect the governor valve to the starting clutch. Machine control device. 2. A drive-side movable pulley connected to an input shaft, a driven-side movable pulley connected to an output shaft, a V-belt wound between the drive-side and driven-side movable pulleys, and a pulley of the drive-side movable pulley. In a belt-type continuously variable transmission including a drive-side cylinder for setting a width and a driven-side cylinder for setting a pulley width of the driven-side movable pulley, supply is performed to at least one of the drive-side and driven-side cylinders. A regulator valve for producing a pulley control hydraulic pressure, a shift valve for controlling supply of a pulley control hydraulic pressure from the regulator valve to the drive side and driven side cylinders by operation of an electric actuator, and rotation of an engine for driving the input shaft. Governor valve that creates governor oil pressure corresponding to the number, A shift inhibitor halb that controls supply of a pulley control oil pressure to at least one of the drive side and driven side cylinders using the governor oil pressure through a path separate from the shift valve, the shift valve and the shift inhibitor valve And a switching valve for selectively connecting the drive side and the driven side cylinder, and an electromagnetic on / off valve for controlling the operation of the switching valve. When energization of the electromagnetic on / off valve is on, the switching valve is A shift valve is connected to the drive-side and driven-side cylinders, and the switching valve is configured to connect the shift inhibitor valve to at least one of the drive-side and driven-side cylinders when energization of the electromagnetic on / off valve is off. Doing things Control device for a belt type continuously variable transmission according to claim.